SPC-001\BRB

GENERAL SPECIFICATION
BUKAKA APRON DRIVE PBB

GENERAL SPECIFICATION
BUKAKA APRON DRIVE
PASSENGER BOARDING BRIDGES
1.

GENERAL.
Bukaka apron drive passenger boarding bridges are designed to the highest industry standards, and
built with the finest quality and workmanship possible. They are designed to extend from an elevated
departure lounge to the aircraft boarding door, enabling passengers to walk to and from the aircraft
completely protected from rain, wind, dust and aircraft engine blast. Bukaka boarding bridges consist
of the following major components:
a. Rotunda and Corridor which has an interface to the terminal building.
b. Tunnel Sections (2 or 3 tunnels, which depend on the operational requirement)
c. Vertical Drive Column and Wheel Assembly for the horizontal and vertical movement.
d. Service Stairs and Landing for the access of internal employees / staffs.
e. Cab and Aircraft Closure, which interface to the aircraft fuselage.
f. Fully Computerized Control System

2.

MODELS AND TYPES

BUKAKA apron drive bridges are available in a number of models, which can be grouped into two
categories:
a. Two Tunnel model
b. Three Tunnel model
All apron drive models can serve the wide range of commercial jet aircraft in operation today or
planned for the future. Apron drive bridge model designations are determined by the measured
length of the bridge, from the center of the rotunda to the end of the cab bumper, at full retraction and
full extension.
EXAMPLE: The R3 15/29 model is a three tunnel apron drive measuring approximately 15 meters at
full retraction and 29 meters at full extension.
The operational or working range for each bridge, differs from these measurements. For a better
understanding of the actual operational characteristics of each model, refer to the listing of minimum /
maximum operational ranges on the following pages. For additional details refer to the BUKAKA
Passenger Boarding Bridge General Arrangement Drawings for two and three tunnel bridges.

3.

DIMENSIONAL CHARACTERISTICS
Minimum dimensions for all Two Tunnel and Three Tunnel bridges are as follows:

Rotunda Interface Width

WIDTH
1300 mm

HEIGHT
2310 mm

Tunnels (only tunnel A)

1450 mm

2140 mm

Inter-tunnel Ramp

1400 mm

Interior Cab Closure

3100 mm

Cab Weather Door Width

1300 mm

2390 mm

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APRON DRIVE - MODEL SELECTION CHART

PBB MODEL
(All Dimensions In Meters)

DESIGN LENGTH
C/L ROTUNDA TO CAB
BUMPER
MIN
MAX

OPERATING LENGTH
C/L ROTUNDA TO C/L CAB
MIN

MAX

TWO TUNNEL
R2-15/22

15.39

22.33

12.01

18.95

R2-16/24

16.45

24.46

13.07

21.08

R2-17/26

17.49

25.62

14.11

22.24

R2-18/27

17.94

26.53

14.56

23.15

R2-19/28

18.55

27.75

15.17

24.37

R2-20/30

19.72

30.08

16.34

26.70

R2-22/32

21.51

31.87

18.13

28.49

R2-23/33

23.10

32.58

19.72

29.20

R3-14/24

14.08

23.93

10.70

20.55

R3-15/26

14.89

26.36

11.51

22.98

R3-16/29

16.07

29.12

12.69

25.74

R3-17/34

17.32

33.68

13.94

30.30

R3-18/36

18.24

36.43

14.86

33.05

R3-20/38

20.26

38.44

16.88

35.06

R3-21/40

21.41

39.59

18.03

36.21

R3-20/43

20.44

43.01

17.06

39.63

THREE TUNNEL

NOTES :
1. All lengths and specifications are subject to change without notices.
2. All dimensions approximate + or -10 centimeters.
4.

ROTUNDA ASSEMBLY
The Rotunda assembly consists of a corridor, rotunda and support column. The assembly is
designed so that no loads or vibrations are transmitted to the building.
The rotunda is designed as the pivoting end of the boarding bridge in the vertical and horizontal
direction. As the main pivot, the rotunda allows the bridge to swing a total of 175 degrees, 87.5
degrees c/w and 87.5 degrees ccw from the corridor centerline.
Over-travel and operational swing limits are located on the rotunda assembly. The over-travel swing
limit switch is located on the support column. The trip plate for this switch is located on the rotunda
and is adjustable to meet local conditions. When this switch is actuated it cuts off all control power
so that the bridge can be moved only by using the by-pass switch in the control console.
A warning buzzer will alarm as the rotunda reaches the over-travel swing limit. The actuation of this
warning buzzer is adjustable to meet local conditions. The warning buzzer trip joint which is
contained within the envelope of the over-travel limits, constitutes the operations swing limits.

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a.

CORRIDOR
The corridor is the transitional interface between the rotunda and the terminal building or
fixed passageway. The rotation of the bridge restricts the inside clear wide of the corridor
and building, or fixed passageway.

b. ROTUNDA FLOOR & INTERIOR

The rotunda floor remains stationary and level at all times and provides a smooth transition
between the terminal building and telescoping tunnels. Flap type seals provide weather
protection between the rotunda and the hinged telescoping tunnel section. The rotunda
area is totally enclosed by spring tensioned aluminum side coiling walls. These allow full
bridge rotation and provide weather protection. The side coiling walls is made of clear
anodized aluminum alloys. A circular type of fluorescent pendant light is installed at the
center of the rotunda ceiling.
c.

ROTUNDA SUPPORT COLUMN

The rotunda support column is the static support for the bridge. It is located at the terminal
end of the boarding bridge. The support column rests on a foundation with 8 anchor bolts
having 3 nuts each. The bridge foundation details, anchor bolt requirements and electrical
requirements are available upon request.

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d. ROTUNDA ELECTRICAL MAIN PANEL

The electrical panel mounted on the rotunda support column provides the electrical breaker
needed to adapt the specified terminal power to the Bukaka boarding bridge electrical
requirements. The power breakers are grouped into four sections to protect the 3-phase
medium voltage electicity, the single phase power for the lighting, the power receptacles and
the power for overall controls.
5.

TELESCOPING TUNNELS
The telescoping tunnels A, B and / or C, are rectangular in cross section, with the tunnel having
the largest cross section closest to the aircraft. Apron drive boarding bridge's are available in
either two (R2) or three (R3) telescoping tunnel models in a wide variety of lengths.

Where telescoping tunnel sections overlap, short transition ramps are used to accommodate the
slight difference in elevation. These ramps have a caution yellow chamfered leading edge.
Handrails are provided on each side of the tunnel in the ramp area. Extended ramp type to
reduce the total slope of the ramp is also possible as per customer request.
Minimum interior clear dimensions for both R2 and R3 bridges are as follows:

Minimum Floor Width

Minimum Interior Height

Minimum Inter-tunnel Ramp Width

1470 mm
2130 mm
1420 mm

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6.

SERVICE ACCESS
A service door, landing and stair leading to the apron area provides apron service access. The
service access is normally located on the right hand side of the cab end of the bridge. It provides
access between the bridge and apron for authorized personnel. If necessary a left hand type stair is
possible as per design requirement.
a.
The service door opening is a half wire-glass, galsswool insulated steel door. The minimum
dimension is 762mm wide and 2030mm high. The door is equipped with heavy duty
industrial type ironmongery and automatic door closure. The door is lockable from the
outside. It opens outward onto the landing. A stainless steel kick-plate covers the lower
inside portion of the door.
b.
The service stair is accessible for ramp service personnel, at all operational heights and
positions of the boarding bridge. The stair landing is always leveled with the adjacent tunnel
floor. The landing is protected on the open side by handrails, designed to meet the OSHA
standards.
c.
The service stairs and platform are equipped with self-adjusting risers with clear anodized
aluminum check plate. All steps have an equal rise. The tread is 711mm width and the
maximum tread height is 241mm. All parts of the stair are hot dip galvanized.
d.
Beginning from the service door to the aircraft side of the cabin, the bridge floor is protected
with durable, water proof and UV-resistance ribbed rubber carpet. This type of carpet is
easy to clean and will last for a very long time.

PLATFORM

HANDRAIL

BOTTOM STRANGER
TREAD

CASTOR WHEEL

7.

THE CABIN
a. The cabin is designed to rotate 830 Left (CCW) and 170 right (CW) from the tunnel centerline.
b. The rotation speed of the cabin is 145 degree per minute. Limit switches and physical stops
control the extremes of rotation.
c. The cabin is equipped with a forward facing control console located behind the glass windows.
Operation of the bridge can be accomplished without raising the front weather door. Additional
visibility is obtained through the vision panels in the cab side rolling curtain and windows located
to the left and right of the operator.

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d. A manually operated roll-up weather door is located in the cab front adjacent to the control
console. This door seals and secures the bridge interior when the boarding bridge is not in use.
As an option a motorized roll-up door can also be installed.
e. A full width yellow bumper is located at the aircraft end of the cab floor. The bumper material,
which meets the fire protection specifications of NFPA-417, is sufficiently flexible and nonabrasive to prevent scratching or other damage to the aircraft fuselage. The bumper material has
also good resistance against ozon and UV lights.
f. Two exterior floodlights are provided for night time operation to illuminate the apron area ahead
of the bridge. A weatherproof fluorescent fixture is installed at the outside of the roll-up weather
door to illuminate the cat-aircraft interface. Two more floodlights are also provided to illuminate
the drive column wheel bogey area. This light is located under the tunnel section.

8.

AIRCRAFT CLOSURE
The cabin is equipped with a folding bellows aircraft closure. The closure, when fitted against the
aircraft fuselage, surrounds both the open aircraft door and the doorway to protect passengers from
rain, dust and heat. The entire closure is designed to withstand outsite weathering, such as rain, UV,
ozon and sunrays. The covering will not absorb water, and is highly tear resistant. It remains flexible
between -200 and 520 Celsius.
a. Each side of the aircraft closure is individually actuated and independently adjustable to
conform to and seal against the assigned aircraft contours.
b. Pressure sensitive switches are incorporated into each side of the closure mechanism to
prevent excessive pressure on the aircraft.
c. The contacting edge or seal is a soft material to prevent scratching or damage to the
aircraft skin.

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9.

AUTOMATIC LEVELING SYSTEM (AUTO-LEVEL)

The Bukaka passenger bridge is equipped with an AUTOMATIC LEVELING SYSTEM. This system
allows the boarding bridge to follow small changes in aircraft elevation that occurs during aircraft
loading and unloading operations.
a. The auto-leveling system functions with equal reliability for all assigned aircraft,
regardless of fuselage contour. The "auto-leveler" is located on the right side of the cab
area and is in full view to the bridge operator at all times during the operation.
b. An actuator motor extends the auto-leveler arm and sensor wheel to the aircraft when
the "AUTO" position is selected on the Master Key Switch.
c. The auto-leveler circuit includes a sustained travel timer. During the auto-level mode,
this timer restricts continuous vertical operation to a maximum of six seconds (adjustable
from 0 to 6 seconds). In the event of sustained vertical motion beyond the set time limit,
all motor power is cut an audible and visual alarms are energized.
d. The auto-leveling wheel is directly mounted to a limit switch to detect the up/down
movement of the aircraft. A secondary sensor has been installed to provide extra
protection in case the primary ensor fails to work. A protection cover is provided over the
autolevel wheel to prevent un-authorized people touching the wheel.
e. A secondary circuit is also provided to backup against fail on the primary circuit.

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10.

ADJUSTABLE CABIN FLOOR

The cabin floor adjacent to the aircraft door is provided with automatic level adjustment mechanism,
to fine adjust the level of cabin floor. A separate pushbutton is also available for manually floor level
adjustment. This system allows the boarding bridge to set the cabin parallel with the aircraft floor
especially when servicing small / narrow body aircraft such as B737.

CAB. ROTATION
WHEEL POSITION

11.

CONTROL CONSOLE
The control console is located in the operator compartment, protected against outside environment
and passenger interference. It provides the operator with maximum services required to accomplish
everyday boarding bridge operation. This compartment is positioned on the left side of the cab and
oriented to position the operator facing forward in full view to the aircraft during the maneuvering and
docking operations. It provides the optimum bridge maneuvering visibility without obstructing
passenger traffic flow.
All bridge control, indication and fault monitoring, is accomplished through a programmable logic
controller - PLC, located in the operator console.
Controls, indicators and utilities are positioned according to bio-mechanical principles. These
principles promote operator awareness and intuitive bridge operation.
a.

Controls
All bridge motion controls are the momentary contact type (read deadman type). All motioncontrols operate relative to the function of the boarding bridge being controlled. It means that
in raise and lower functions, the "raise" push button is located above the "lower" push button.
The control console includes the following controls:
i.
A three position master key switch used to select "OFF", "MANUAL" or "AUTO"
(automatic leveling). The key may be removed only in the "OFF" or "AUTO"
positions.
ii.
A joystick control for forward, reverse, right and left motions. As the control is moved
progressively forward or reverse, the bridge speed increases proportionally with the
position of the joystick. Steering left or right may be accomplished simultaneously
with forward and reverse motions.
iii.
Push button switches for raising and lowering the boarding bridge.
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iv.
v.
vi.
vii.
viii.
b.

Push button switches for cab rotation, left or right.

Push buttons for independent adjustment of the left and right sides of the bellowstype aircraft closure.
A switch to change the digital position indicator from its normal vertical index to a
horizontal or swing index.
Emergency Stop pushbutton.
Power On.

Indicators
The control console has indicators that communicate to the operator, containing information
about the current bridge status. It also memorized the hystorical data of the last / current
bridge operation cycle and faulty errors. The bridge status indicators are as follows:
i.
A digital read out, boarding bridge position indicator, which gives the relative vertical
position of the lift column. This indicator can also be switched to give the relative
swing position of the boarding bridges tunnel. This indicator is used to vertically and
horizontally pre-position the boarding bridge prior to the aircraft arrival. The swing
position indicator is also important as it allows the operator to accurately position the
bridge in a predetermined park location.
ii.
A closed circuit monochrome TV apron monitor to provide full visibility of the drive
wheels and surrounding the landing stair.
iii.
A wheel position indicator that shows the wheel orientation with respect to the
operator's position, regardless of the cab's rotational position.
iv.
A light to indicate the auto leveling system is energized and functioning.
v.
A light and audible warning to indicate the auto leveler travel timer has tripped. See
the Section of this specification for a full description of this protection.
vi.
A light which indicates the bridge has reached its maximum rotational points,
clockwise or counter clockwise. This light is preceded by an audible warning.
vii.
A light to indicate that the drive wheels has been turned to its capacity and an oversteer condition exists.
viii.
A light to indicate the aircraft canopy is down and must be fully retracted before the
bridge can be moved forward.
ix.
A light to indicate the vertical drive column fault detector activation (ref. The Section
for comprehensive system description).

AUTO LEVELMAXIMUM SERVICE TUNNEL CANOPYSLOW DOWN

DOWN
ON
SWING WARNING SLOPE

BUMPER CABIN ROT.MAXIMUM VERTICAL MAXIMUM COLUMN

LIMIT STEERING FAULT
LIMIT MAXIMUM TRAVEL

HEIGHT INDICATOR

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NOTE: There are other indicators that are not located on the control console faceplate, such as:
x.
The flashing amber beacon mounted to the under side of the bridge, visible from the
ground, indicates that the power is "ON" at the control console and the bridge may
move at any moment.
xi.
An audible warning bell located under the bridge, rings at 98 decibels at 3050 mm
when the bridge is moving.
xii.
Additional controls and indicators are available, based on customer requirments,
even if above standard controls and indicators are considered adequate for proper
bridge operation
12.

UTILITIES
The following utilities are located in close proximity to the operators console.
a.
A six wire telephone outlet for either telephone or intercom is located on the left side wall
adjacent to the control console.
b.
A duplex outlet (single phase, 15 amp) is located on the access door of the control console.
In conjunction with this, another duplex outlet is located at the rotunda side.
c.
A switch for floodlights that illuminate the apron area beneath the aircraft.

13.

CONTROL FEATURES AND INTERLOCKS

a.

Mechanical interlocks are provided to prevent damage to control circuits or boarding bridge
components by selecting opposite motions simultaneously, e.g., extend and retract, up and
down travel.

b.

When the master key switch is in the "OFF" or "AUTO" position, the manual controls for
horizontal movement, steering, vertical movement, aircraft closure and cab rotation are
inoperative.

c.

Other interlocks are available. They are designed to provide safe and secure operation to
the bridge and the serviced aircraft.

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14.

DRIVE COLUMN
The drive column is the primary mover of the Bukaka boarding bridge. It provides the mechanisms
for vertical, horizontal and radial motion. The drive column and its control system are designed for
smooth, quiet, and simultaneous travel in the vertical, horizontal and radial direction. This type of
steering allows the boarding bridge to move on a constantly varying curved path, as well as a straight
line. The drive column is divided into two constituent parts: that is the vertical drive and horizontal
drive.

a.

VERTICAL DRIVE
The bridge is moved vertically by means of two recirculating ball bearing screw assemblies
with direct coupled AC (alternate current) drive motors.
i.
Each assembly is independent of the other, with individual motors and brakes. Each
side of the vertical drive is capable to support the bridge that is normally supported
by both sides.
ii.
The ball nut is equipped with wiper brushes to remove grit or dirt from the screw
threads. It has also greasing facilities for maintenance purposes.
iii.
The ball nut is equipped with a special thread profile designed to be self-locking and
hold the boarding bridge in place in the absence of the recirculating ball bearings.

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iv.

v.

vi.
b.

15.

The vertical drive motors are A/C induction motors. Spring applied brakes are fitted
to each motor. The brakes will release only when electric power is applied by a
signal from the operator or the auto-level system, The brakes hold securely at all
elevations, without creeping, whenever power is not applied.
The fault detector circuit shuts down the electrical power to the vertical bridge
controls, independent of the operator, in the case of differential motion of the ball
screw assemblies. The same circuit sends signals to the control console to inform
the relative height of the bridge.
The vertical speed is 1.4 Metre per minute.

HORIZONTAL DRIVE
A variable speed, electro-mechanical drive system provides extend, retract and steering
capabilities. The entire system is self-contained and requires only AC electrical power.
i. The two drive wheels include pneumatic tires which operate with air pressures up to 190
psi (0.134 Kg/sq.mm). The tires are designated as Aircraft Grade Non-flyables.
ii. The drive wheels are independently driven by AC gear motors.
iii. Variable AC speed control of the drive wheels is provided by an AC motor controller.
iv. Horizontal speed varies from 0 up to 27.4M per minute.
v. A re-generative breaking system allows the bridge to come to smooth controlled stops.
Spring applied / electrically released brakes are located on each drive motor and lock the
bridge in place whenever electrical power is not applied. This occurs whenever the
control joystick is in the neutral position or if electrical power fails.
vi. The horizontal drive motors are equipped with manual brake releases to allow the bridge
to be towed in the even of power failure. Tow lugs are mounted to the lower wheel
frame.

INTERIOR FINISHES
The interior finish of the Bukaka boarding bridge is designed to be durable and easy to clean. The
materials have been selected to withstand the environmental exposure of airport traffic.
a.
The wall and ceiling consists of high pressure laminate phenolic and melamine plastic
panels. The panels are approximately 1200mm on center and are supported by clear
anodized aluminum trim with a black accent strip. The design allows each panel to be
removed individually. Colors are selected by the customer.
b.
Interior light fixtures are recessed and blend aesthetically with the ceiling design. Fixture trim
is clear anodized. The light fixture in the rotunda is a surface mounted 381mm round fixture
of 24 Watt.
c.
Tunnel interior lighting is provided by two TLD, each of 40 Watt, 2750 lumens, cool white,
double lamp fluorescent fixtures located 2440mm on center. The average lighting value at
a certain height over the tunnel floor is to be 200 lux.
d.
Density of glasswool insulation in the ceiling is 25 kg/m3 thick.
e.
The subfloor is 19mm thick moisture resistance plywood.
f.
Black ribbed rubber 6mm thick is applied to the floor from the aircraft end of the boarding
bridge to the terminal side of the service door. The rubber flooring has good stability over
years exposure under the sun.
g.
The boarding bridge interior floor covering, other than covered in Item 6 above, is normally
carpeted or may subject to customer requirements.
h.
The tunnel wall treatment consists of floor to ceiling high pressure laminate phenolic and
melamine plastic panels. The panels are approximately 1200mm on center and are
supported by clear anodized aluminum trip with a black accent strip. The design allows each
panel to be removed individually. Colors selected by customer.
i.
Wall treatment in the pivoting sections (rotunda and cab support) are clear anodized
aluminum slats.

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j.

16.

Other surfaces and trim are either stainless steel or painted to meet the customer's defined
interior color scheme.

PAINTING AND CORROSION PROTECTION

a. Exterior.
To meet a high quality and durability of painting finish only marine quality paint is applied to all
parts of the boarding bridge.
i.
All exterior surfaces are grit blasted in accordance with SSPC-SP 10, which is a near
white blast.
ii.
Exterior paint is then applied as follows:

b.

c.

17.

Shop primer uses Polyamide Cured Epoxy system, 30 microns

1st coat uses Polyamide Cured Epoxy containing Zinc Rich Phosphate,
50microns.

2nd coat uses Polyamide Cured High Build Epoxy Barrier Coat, 85 microns.

3rd top coat uses semi gloss Two Components Polyurethane system paint, 50
microns.

Interior
i.
First layer is Shop Primer of Polyamide Cured Epoxy, 30 microns.
ii.
Full Coat uses Polyamide Cured Epoxy Containing Zinc Rich Phosphate, 50
microns.
Galvanizing
All steel parts and components which are hidden from view, located in extreme exposure
area, inaccessible with hedge disassembly or do not require aethetic treatment are hot
dipped galvanized.

DESIGN CRITERIA
The Bukaka boarding bridge is designed in accordance with good engineering practices and the
standards developed and adopted by the passenger bridge industry. Particular attention is given to
keep the components simple, rugged and easily accessible for routine maintenance, including
lubrication, component exchange and ease of adjustment. All access panels and openings are sized
to accommodate the component being changed or adjusted, as well as the equipment and personnel
necessary to accomplish the work.

18.

STRUCTURAL LOADS
In addition to the dead loads and strain caused by movement, the entire boarding bridge will support:
the below loads. All these loads may be applied in total or in part, singularly or simultaneously. The
design is based on the combination which imposes the most adverse loading.
a.
A live load of 200 kg per M.
b.
A wind load in the retracted and stowed position of 122kg per M or an approximate wind
velocity of 145km per hour. A wind load, while in operation of 61kg per M or an approximate
wind velocity of 97km per hour.
c.
A roof load of 122kg per M.
The structural design provides sufficient torsional rigidity to avoid excessive sway when the boarding
bridge is brought to a gradual stop. All mechanisms for actuating, guiding and restraining the
boarding bridge and its components are designed so that no noise, sway or sense of insecurity is
apparent to passengers. No operating vibrations or loads are transmitted to the terminal building.

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19.

ENVIRONMENTAL CONSIDERATIONS
a.
b.

20.

The boarding bridge will operate satisfactorily under ambient temperature conditions of 200
to 520 Celsius with wind up to 97km per hour.
All components and materials are individually and collectively designed or selected for long
service life under such conditions.

POWER CHARACTERISTICS
The boarding bridge operates on 380 volts, 3 phase, 50 Hz. with neutral and separate ground
(5 wire). The 380 VAC is transformed to 220 VAC for lighting and controls. Other operating voltages
and frequencies as per local requirements may also be used. When two boarding bridges are used
for one gate, the normal power required for both is about totally 75 amps.

21.

LIST OF PRODUCT OPTIONS

There are more features available to meet customers requirements. Those are as follows.
a.

GLASS TYPE BOARDING BRIDGE

The latest model of passenger boarding bridge is built of steel truss structure to
accommodate the double laminated toughen glass sandwich system. The glass sandwich
construction has a total thickness of 24 mm, consists of 8 mm laminated glass, 6 mm
tempered glass and 10 mm air space in between. The colour of the glass is subject to
customers requirement to meet with overall architectural environment.

b.

TOUCH SCREEN TECHNOLOGY

The new state of the art of control system is utilizing a touch screen technology. This is a
digital TV screen that incorporates both alpha/numeric and captured picture. It replaces the
CCTV camera on the operators interface. The touch screen provides the following function.
i.
All indicators, and the current status of the bridge.
ii.
Operational and maintenance status / schedule of the bridge.
iii.
The system has the ability to show the statistics (duration) of usage.
iv.
Error messages such as failure in motors, fuses, ultimate limit switch etc. etc.
v.
Data logging, users and password protection.
vi.
Function check for maintenance; usage and error history.

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c.

AIRCONDITIONING SYSTEM
To improve the temperature inside the tunnel area, an air-conditioning unit may be installed
in the tunnel of the PBB. The system may exist of either one or two air-conditioning units. In
totally both units will provide cooled air with capacity of maximum 10 tons.
i.
The rear unit is a compact set with air ducting installed along the length of tunnel A
ceiling. Cooled air will be evenly distributed along the tunnel A.
ii. The front unit is a split type with a cassette air compressor installed inside the cabin
ceiling.
iii. The control for these aircond units can be found in the operator cabin and
automatically controlled by a thermostat.

d.

ANTI COLLISSION SENSOR

Some boarding launches are using two passenger bridges to serve both VIP and Economy
Classes. In this configuration there is a chance that the two bridges collide to each other and
will cause damage. Bukaka has developed An integrated system to prevent the bridges
from hitting each other as per diagram below. The device is designed as a sensor and
control to avoid the collision between two bridges while being operated under a reckless
operator.

Economy
Sensor

Sensing

PLC
VIP

e.

SAFETY DOOR SHOE

The SAFETY DOOR SHOE is designed to meet the IATA specification 5.2. The function of
safety door shoe is as an additional safety system to protect the bottom-side of aircraft door
touched by PLB cabin floor. The additional safety protection will not reduce the function of
autoleveller. The SAFETY DOOR SHOE is designed only workable in the autolevel mode.

CAB . ROTATION
W HEEL P OSITION

P age 16 of 18
GENERAL SPECIFICATION BUKAKA PBB

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GENERAL SPECIFICATION
BUKAKA APRON DRIVE PBB

22.

f.

SOLID / FOAM FILLED TYRE

In order to avoid the down time in the operation of Passenger Boarding Bridge due to tyre
puncture (pneumatic tyre type), we have developed the use of soft polyurethane compund to
replace the nitrogen inside the tyre. The compound will turn into foam completely and
eliminate flat tyre.
It is economical to compare the costs which is caused by tyre repair, bridge down time,
production disruption, replacement, unproductive labor and overtime needed to complete
scheduled work. The solid / foam filled tyre eliminates the emergencies that result where tire
cutting and punctures are a real hazard.

g.

FIRE PROTECTION
When applicable, or required by the customer or the airport management, construction
materials and equipment can be used so that the boarding bridge meets the requirements of
the National Fire Protection Association (NFPA) "Standard on Construction and Protection of
Aircraft Loading Walkways", NFPA 417 annex 1990.

INTERFACE TO ADDITIONAL / OPTIONAL ACCESSORIES.

The BUKAKA PASSENGER boarding bridge construction and control system is open to interface to
additional accessories that may be installed to or near the boarding bridge. Such accessories can be:
a.
b.
c.
d.

23.

Aircraft power unit, point to use 400 Hz system.

Pre-conditioned air units to supply cooled air to the aircraft
Potable water cabinet to provide drink water to the aircraft.
An interface possibility with the aircraft docking guidance system.

CODES, REGULATIONS AND REFERENCES

BUKAKA bridge is designed to meet International Codes and Regulations which have been adopted
by the passenger bridge industry. Only standard components which are commercially available and
of high quality are used. Those are as follows.
a. STRUCTURAL
AISC
AWS
SII

American Institute of Steel Construction Specifications, for the design,

fabrication and erections of structural steel for buildings.
American Welding Society Standards.
Indonesia Industrial Standard.

b. MATERIAL
ASTM A37
ASTM A500
ASTM A53
ASTM A570
ASTM A514 & A517
AISC CIO18
ASTM A307
SAE J429

for structural steel

for structural tube and shapes
for steel pipe
for steel sheet
for T-1 steel
for hinge pins
for bolts standard
grade 5 & 8 for high strength bolts

P age 17 of 18
GENERAL SPECIFICATION BUKAKA PBB

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GENERAL SPECIFICATION
BUKAKA APRON DRIVE PBB

c.

MECHANICAL
All mechanical components and designs conform to the recommendations and standards
established by the Society of Automotive Engineers (SAE) and the American Society of
Mechanical Engineers (ASME).

d. ELECTRICAL
All equipment and methods of installation conform, where applicable, to the requirements and
recommendations of the American Insurance Association (AIA), the National Electrical
Manufacturers Association (NEMA) and the National Electrical Code (NEC) latest issue.
24.

MANUALS AND TRAINING

a.

b.

25.

Operation and maintenance manuals follow the intent of the Air Transport Association (ATA)
Specification 101 (one hundred one). Included in the manuals are the preventative
maintenance requirements and problem solving procedures.
Boarding bridge operator and maintenance training are provided at scheduled times during
the installation.

WARRANTY
Unless otherwise stated, every Bukaka boarding bridge is warranted for material and workmanship.
All claims under this warranty must be made in writing immediately upon discovery of any defect and
in any event within twelve (12) months from acceptance of the bridge or eighteen (18) months from
shipment of the bridge, whichever is earlier.

***

P age 18 of 18
GENERAL SPECIFICATION BUKAKA PBB